Automatic train-control device



C. I. MILLER.

AUTOMATIC TRAIN CONTROL DEVICE.

APPLICATION FILED APR. 5, I920.

Patented Mar. 1, 1921.

3 SHEETS-SIIEET I- INVENTOR c. J. MILLER. AUTOMATIC TRAIN CONTROL DEVICE.

1,370,472. Pa e 1 1 21. 1

3 SHEETS-SHEET 2a C. LMILLER.

AUTOMATIC" TRAIN CONTROL DEVICE.

APPUCATION FILED APR. 5 192 0.

Patented m. 1, 1921.

3 SHEETS-SHEET 3.

INVENTOR CHARLES J. MILLER, 0F, MOSELLE, MISSISSIPPI.

mm GFFECE.

AUTOMATIC TRAIN-CONTROL DEVICE.

Specification of Letters Patent.

Application filed April 5, 1920. Serial No. 371,393.

To all whom it may concern:

Be it known that I, CHARLns J. MInLnR, a citizen of the United States, residing at Moselle, in the county of Jones and State of tive should fail to note a stop or caution.

signal.

The invention is materially advantageous for operation in connection with the well known railway signals that are utilized to indicate the approach to a draw bridge or the home signal to a grade crossing.

Other advantageous characteristics of the invention will be fully understood from the following description and claims when the same are read in connection with the drawings, accompanying and forming part of this specification, in which: 5

Figure 1 is a side elevation of a portion of track, also engine and tender of a railway train and further illustrating the novel trip or automatic control device as applied to the side of the rails.

Fig. 2 is a perspective view of a railway track, with my novel trip'or trigger applied thereto, and further illustrating the pilot of an approaching engine.

Fig. 3 is a side elevation of the trip or trigger.

Fig. 4 is a top plan of the application of the trip or trigger to the supports and rail. Fig. 5 is a side, elevation of my novel trip controlled valve.

Fig. 6 is a sectional view of Fig. 5.

Fig. 7 shows the application of my valve to the conduit that connects with the main air line of the train, and

Fig. 8 is a detail view of the shoe that I apply to the pilot of the engine.

Similar numerals of reference designate corresponding parts in all of the views of the drawings.

Before entering into a detailed description of my invention, it may be well to state at this point that it is generally a requirement of all railways to permit nothing comprising the running gear or adjuncts (with of course the exception of the wheels) of a tram to extend downwardly beyond a polnt 211- above the rails. And hence, the novel T-lever (Fig. l) is preferably 3" above the rails. i

By reference to the drawings it will be noted that I have illustratedthe rail 1 of well known construction secured in suitable manner to the cross-ties 2. r

On the inside of the right-hand rail with respect to the. direction of trafiic on a double track railway I secure the base of my novel Patented Mar. 1 192i.

trigger that comprises the plates 3 and 4 and;

fulcrumed in movable manner with respect to the plates 3 and 4 is my novel trigger 5.

The said trigger is fulcrumed at 6 and at one end it is provided with an' eye that v re-' ceives a cable to which is secured a weight 7 that enters a casing 8 as illustrated. At its opposite end the trigger is providedwith another eye that receives a cable 9, which cable passes under a pulley roller 10 inclosed in the casing 11. The said cable 9 may be attached or otherwise secured in any suitable manner to a signal arm. (Fig. 2).

It will be apparent from the drawings that the trigger 5 is carried between the plates 3 and 4t and may be said to operate in the plates after; the manner of guideways. These plates are of L-shape-construction as illustrated. However, I would distinctly have it understood that these plates may be of any construction compatible-with their purpose. I consider it well to state that a guard rail 12 'may be employed when occasion demands. 7

lVhen railway trains and especially the engine thereof are travelingat a certain rate of speed, their movements are attended with more or less swaying, and hence I am aware that because of this fact, the pilot 18 of the hence the shoe will prevent the pilot from injuring the trigger.

Secured to the arch bar extension 15 of the tender 16 is my novel T-shaped lever 17 that is provided with the head or striking portion 18. The T-lever 17 is preferably located at the point indicated for the reason that it would be readily accessible for repair or other purposes and assuredly more so than were it located on the engine of the train. This lever is in communication with the valve of my novel device, which valve comprises a hanger portion 19 that is bolted or otherwise secured to the arch bar extension 15 in such manner as to have no effect upon said arch bar when the valve is operated. The depending portion of the valve is provided with a passage for air as indicated by 20 and this portion is also provided with a nipple 21 to which a short air hose 1s secured as indicated by 22. This short air hose in turn, is secured to the main train line pipe 23 by a connecting T 24:. The lever 17 is secured to a portion 30 that is revoluble within the depending portion 1.9 and is also provided with an air passage 31 that is normally out of registration with the passage of the depending portion 19. In order to keep the valve in its closed position, and in its open position after action, I provide the spring 32 that abuts at one end against the inner revoluble portion of the valve.

In the practical operation of the device, when the way is clear, the signal arm will so indicate and hence the trip will rest in its normal position within the plates 3 and 4. However,when the signal arm is set at the danger or caution angle, the cable 9 will be automatically slackened in a manner to allow the trigger to rise, or in other words move on the fulcrum by force of the weight 7 It will be apparent that should the train or engine attempt to pass the danger signal, the T-lever will come up against the trip and will be operated to cause the openings in the valve to register, and hence likewise permit of the escape of the air in the train line. This will manifestly cause the immediate stoppage of the train and prevent damage to the same. It will be manifest that when the shoe of the pilot passes over the trip or trigger, it will naturally depress the same. However, because of the weight 7, the trigger or trip will be immediately returned to its operative position. The weight is pulled up by the signal arm in retaining the trip in its non-working position when there is not reason for displaying a danger or caution signal.

The elements that enter into my invention may be of any suitable size or configuration and material, and in this connection I would distinctly have it understood that in the future practice of the invention, such changes or modifications may be made as fairly fall within the scope of the appended claims.

It will be gathered from the foregoing that the device is easily applied and maintained and is positive of action and requires not more attention than is given to the regular equipment now in use for signaling on railways. Moreover, the train to which my novel device is applied may be said to be under control at all times and this it will be understood is quite an advantage in preventing wrecks and the like.

Having described my invention, what I claim and desire to secure by Letters- Patent, is:

1. In means for automatically controlling the movement of trains the combination with the rails of a roadway, of a trigger fulcrumcd at one of its ends to one of said rails, a signal arm arranged adjacent the rails, a roller arranged in the roadway below one end of the trigger, a cable secured to one end of the trigger and adapted to pass over the roller and to be secured to the signal arm whereby when the arm is raised to a certain position the trigger will assume a position slightly above its adjacent rail, a weight secured to one end of the trigger, a shoe secured to the underside of an engine pilot to prevent injury to the trigger on passage of the pilot Over the trigger, a lever secured to the engine in rear of the shoe and communicating with the air line of the train; said lever being so constructed and arranged that when it contacts with the trigger, air will be released from the air line to prevent movement of the engine.

2. In a device for the purpose set forth, the combination of a valve secured to the underside of a railway engine and automatically controlling the passage of air through the main air line of said engine, a shoe secured to the underside of the pilot of the engine, a trigger fulcrumed to one rail of a roadway and adapted at times to contact with the lever, a Weight secured to one end of the trigger by a short cable, a roller arranged below the opposite end of the trigger, a cable that passes over the roller and secured to the trigger and a signal arm secured to the cable whereby when the arm is raised to a certain position the trigger will be raised to a position slightly above its abutting rail.

In testimony whereof I have hereunt set my hand in presence of two subscribing witnesses.

CHARLES J. MILLER.

Witnesses L. M. CRANFOKD, P. M. IKELER. 

